Auxiliary charge-forming device



Aug. 9,'1927. j 1,633,561

A. J. COPPOCIK AUXILIARY CHARGE FORMING DEVICE -Filed March 18. 1925 2 sheets-sheet 1 01e L ma INVENToR.

ifm/maf fda/opvalt ATTORNEY;

f 1638.567 Aug 9 1927 A. J. 'coPPocK AUXILIARY CHARGE FORMING DEVICE Filed Marcus, 1925 2 sheets-sheet 2 Ill/ml,

Patentedfug. 9, 1927.

l nanna STATES5 eATENif v,craieit..

ANDREW J. corrocir, or Dn'rnoi'r, iiiicnienn.V

A*AUXIL:CARY .CHARGE-FORMING- DEVICE.

Application filed Miarchrl, 1925. Serial No. 16,284.

,This invention relates to auxiliary ycharge forming devices for internal combustion en gines, and the object of lthe invention is to provide a means for adding water in the form of steam and air to the intake manifold of an internal combustion engine operating in conjunction' with the usual carburetor. The features of the invention are involved in a construction whereby water is yffed to a tube lying within the exhaust confduit of an internal combustion engine whereby it is heated, and in the means for causing the water to enter the device through a tube centrally disposedof the heated tubeand` rthe vapor discharged from the forward end of the heated tube into the intake manifold.

Further features of the invention are in` volved in the controll systemwhereby either. steam or air or both may be dischargedto the intake manifold between the carburetor and `the .engine cylinders.

Fig. 3 is a horizontal section' of .the controlk valve mechanism taken von line -f-B of Fig. 1. r f l f f Fig. 4 is a section through lthe plug by meins of which'the device is supportedin theexhaust manifold taken on line 4.--4 of Fig. 2. i j Fig. 5 is a section throughthe device tor taking water from the water jacket of the engine taken on line 5 5 of Figrl.`

In Fig. 1 is shown an internal .combustion engine 1 which has the usual intake mani fold -2 and the usual carburetor 3 attached thereto and also is provided with the ordi' vnary exhaust manifold d. A valve structure is indicated at 5 which is shown in detail in Fig. 3 and consists of a conduit 6 having at one end an air line 7 opening thereinto. This air line 7 and the conduit 6 are preferably on the engine side of the instrument board indicated at 8y in Fig. 1 and the air line leads downward to a distance from the operators.y seat of the usual autolshown'in F ig, 5.

mobile as shown in Fig. 1 sok that the noise oftV inrnshing airis not observable. This` valve structure `5 also bassa control valve 9 for closing the conduit 6' to theiair inlet linel 7. There is also at the opposite end ofthe conduit 6 a valve 10 engaging a seat 11 to which the water lin-eV 12 opens. controls theflow of water into the conduit 6. The conduit 12, as shownv in Fig. 1, leads to `a plug 13 secured on the water jacket as The plug 13 consists of This valve j .anouter case 14 having a threaded stem 15 extending into the water jacket space 17 ofl the-engine casing and inside ofthe member '1A/l. is a screen-18V to prevent particles of dirt or scale passing to the valve vmechanism 5. Threaded in the member '14 is a flange nut 19 Vcentraliy apertured and threaded to receive ythe elbow 2G with which is connected withthe plug .22 attached to ythe exhaust manifold 4.* This plug 22l has i a smali tube 23. therein'which is :supported by thek connector 24 shown in Figs. :2 and 4, threaded v'on the external end to receive a`r nut 25 by means of which the line` 21 is sealed to the open end of the tubev23.l This member 2d is supported ina hollow nut 126 threaded 'in the outer case27 of the member;

internally ythe line 12is .connected Connected to the v conduit 6 shown in Fig. .3 is a tube 21 whichV vss 22, whichouter casing-isthreaded intothe f exhaust manifold 4; as shown inl F igs; -2 and J4. This member 27- has yan internal :annular rib'28 `and a pipe 29 hasv van outer open end coned to engage in thecpen end of the tube T f f place. Theopposite end Vofthis tube `:29 isf closed as indicated in Fig. v'2 and the inner v29 seating thereonand holding the same in' small tube 28 is coiled within the tube 29 as f shown in Fig. 2 and extends to veryvclose toY the closed end of the tube 29 so that any fluid entering the central tube 23 is discharged intolthe outer Atube 29 at thev said shown in Fig. v2 a check valve i0 may be i :auf

provided opening into the chamber within the member 26 which is adapted to open in ycase a pressure is developed in the tube 29 which might be caused by water standing in the heated tube 29 after Vthe enginel has been stopped. In this case the check ,valve l() acts as a safety valve and allows the steam to blow ofin from the tube, 29 bntthe check valve 40 normally remainsclosed.

It is to be noted that the tube 29 as well v as the tube 23 can be removed from the manifold by unscrewingthe member 22 therefrom which enables the entire device to be withdrawn from the exhaust manifold. While the tubes '23 and 29 and member 22 are `shown mounted in the exhaust manifold they may be mounted in the exhaust pipe'` leading from the exhaust manifold to the muffler as sufficient heat is developed in this exhaust pipe to produce the desired result.

`In the operation of the device and during the engine operation there is producedV af suction on the line 23 and thence to the line 21 and to the` conduit 6. produced by movement of the pistons of the engine which tend to produce a partial vacuum in the cylinders Which is transmitted through the line 31 to the interior ofthe tube 29 and thence to the tube 23. By opening the valve 9 a greater or less amount of atmospheric airmay be fed to the tube 31 andv heated while passing throughl the VAtubes 23 and 29. This heated air is applied to the 'intake manifold at the point 32-and tendsV to vaporize the hydrocarbon charge supplied by the carburetor in the usual wa'y .l as will be readily understood.

y Experience hasI proven that a slight amountof moisture in the charge for. an

yinternalcombustion lengine adds to the efficiency of the charge and I have provided Y this means of adding steam to the charge.

v4This is accomplished by the opening of the valve 10 by means of which the suction of theengine is applied to the line 12 connected withy the Water jacket as heretofore described so that the water flowV into the conduit 6,.

' `through the tube 21 to theline 23 and thence into .the outer tube 29 at its inner end. This water must then pass to the line 31 and in vpassing through the conduit 29 is heated to a degree to produce steam in the usual manf ner.' This steam is drawing through the l tube 31l by suction and is discharged in the inflowing hydrocarbon fuel charge at the This suction is point-3.2 sov that additional Water is con-- tinucusly drawn through the device to mainy tain a flow through the conduits 29 and 3l.

Amoist and in that casethe valve 10 may be closed and only the air valve opened to actmit an additional heated air charge to the iniowing charge formed by the carburetor. The features of the inventionV are involved in the control device as shown in Fig. 3 and the device shown more particularly in detail Y Ain the exhaust manifold in Figs. 2 and 4 which includes the two tubes 29 and 23 and the discharge'tube 31 therefor.

evident that the device is very simple and efficient in operation, is composed of few parts, and is of consequent lgw manufacturingcost and provides a device which accomplishes the objects described.

vl-laving thus fully described my invention, its utility fand. mode of operation, what l From the foregoing description it becomes Y claiin and desire .to secure by Letters Patent vof the UnitedStates is- An .auxiliary charge forming device for internal combustion engines havingr a car-V buretor, lan intake manifold and an exhaust manifold, consisting of a tube opening at one end .to thevintake manifold between the carburetor and cylinders, asecond tube extend- `ing` into the exhaust manifold longitudinally thereof from one end and having a closed end adjacent the discharge end of the manifold and the first tube opening to the second tube outside lthe exhaust manifold, a third tube extending into the second'tube and having an open endadjacent the closed end of the second tube, a valve controlled conduitV connecting .the third tube to the water j acket' ofthe engine, and a valve controlled conduit Y opening toatmosphere. and leading to said third tubefthrough the first named valve controlled conduit. v f

In testimony whereof I sign this specification. 1

ANDREW J. COPPOCK. 

